Fuel injection means for multi-cylinder engines



jA. c. PETERSON l 2,708,880

FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINES- Filed Nov. 7. 1949 May24, 1955 5 SheetsSheet l May 24, 1955 A. c. PETERSON FUEL "NJECTIONMEANS FOR MULTI-CYLINDER ENGINES Filed Nov. 7, 1949 5 Sheets-Sheet 2 I NVEN TOR.

Maly 24, 1955 A. c. PETERSON 2,708,880

FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINES Filed Nov. 7, 1949 5Sheets-Sheet 3 I N VEN TOR.

May 24, 1955 A. c. PETERSON FUEL INJECTION MEANS FOR MULTI-CYLINDERENGINES Filed Nov. 7. 1949 5 Sheets-Sheet 4 .N m8 n J.. .Wr-...Www y Euw LL mm mm Tm May 24, 17955 A. c. PETERSON FUEL INJECTION MEANS FORMULTI-CYLINDER ENGINES 5 Shee'ts-Sheet 5 Filed NOV. 7, 1949 INVENTOR.

nited States Patent FUEL INJECTION MEANS FOR MULTI-CYLINDER ENGINESAdolphe C. Peterson, Edina, Minn.

Application November 7, 1949, Serial No. 125,864 7 claims. (ci. 10s-s)My invention relates to fuel injection means for internal combustionengines, and especially to a means adapted for multi-cylinder engines,wherefore it is called fuel injection means for multi-cylinder engines.

The principal objects of my invention are to provide a form of meteringand distribution means for engines, which means shall be simple inconstruction, relatively easy of manufacture, and reliable in operation.An especial object is to provide such a means for use in connection withthe commonly used types of engine, such as truck engines, automotiveengines, aviation engines, Caterpillar engines, industrial engines,whether the engines be of the diesel type or the commonly used Ottocycle type, employing fuel distributing means, other than the ordinarycarburetor means. An object is to provide such Va means for fuelmetering and distribution, which shall not be as difficult inmanufacture, to secure accurate fuel metering and distribution, ascommonly used types, and which may accordingly be more easilymanufactured especially for `the small types of engines wherein arelatively small quantity of fuel must be delivered to each cylinder,but wherein the fuel must be very accurately meterd in order to securebalanced operation of the cylinders. An object also is to provide ameans wherein the control of the quantity of fuel supply x per cycle iseasily accomplished, and is at all times nickly subjected to the will ofthe operator. In general the object is to improve upon fuel metering anddistribution means especially for the average and small types ofengines.

The principal devices and combinations of devices comprising myinvention, are as hereinafter described and as defined in the claims. Inthe accompanying drawings, which illustrate my invention, in severaldifferent forms,

like characters refer to like parts throughout the several 3;

views.

Referring to the drawings:

Figure 1 is a view chiey in vertical cross-section on a plane passingthrough the axes of the principal operating elements of the device, thissection being on the lines y 1 1 of Figures 2, 3, and 4, some partsbeing shown in full side elevation and some parts being broken away.

.Figure 2 is a vertical section, at right angles to the plane of thesection of Figure 1, this sectionbeing on the lines 2 2 of Figure l,some parts being yshown in full side elevation.

Figure 3 is a vertical section, at right angles to the plane of thesection of Figure l, this section being on the 6 line 3 3 of Figure 1,some parts being shown in full side elevation.

Figure 4 is a view of the under face of the fuel dis- I tributing valve,this view is that which would be seen looking from the left of Figure 1,if the valve were free of the other parts of the device.

Figure 5 is a diagrammatic sketch showing the relative timing of fueldistribution accomplished by the valve shown in Figure 4.

Figure 6 is a view separately of the manual control means which is usedin conjunction with the means shown in Figures 1, 2, 3, 4, but is notshown in these figures, it being noted that the broken away pipe ofFigure 6 is a part of the broken away pipe of Figure l, at the right ofFigure l. The control device is thus shown apart from the metering anddistribution means, in order that each may be adequately illustrated,with the permissible space for illustration.

Figure 7 shows on a much smaller scale, the connection of the controldevice of Figure 6, with the fuel metering and distribution means ofFigure 1, each of these devices being shown diagrammatically only inFigure 7 in connection with an internal combustion engine ofmulticylinder type, to which it is connected, for supply of fuel.

Figures 8, 9, and 10, are illustrations of a modied form of my device.

Figure 8 is a view in vertical section through the axes of the principaloperating elements of this form, this section being on the line 8 8 ofFig. 9, some parts being broken away. Figure 9 is a View in verticalcross section on the line 9 9 of Figure 8, some parts being shown infull side elevation, and some broken away.

Figure l0 is a diagrammatic illustration of the division of fueldistribution in this modified form, by the valve distributing means.

Figure 1l is a view in vertical section through the axes of theprincipal operating elements of a further modified form of my device,this form being in general similar to the form illustrated in Figure 8,but showing a slightly modified form of the pressure control means forthe device.

Referring rst to Figures 1 to 4, both inclusive, these figuresillustrate my device as constructed for a six cylinder engine, andaccording to one form of my device. The manual control means therefor,shown in Figure 6, will be later described. My device, apart from thecontrol means, employs generally, a fuel pumping means which may be ofany number of pump cylinders as necessary to secure a requisite uniformflow of fuel, also a fuel metering and distributing means, and inconnection with these features, a plunger means which has one plungerfor each cylinder of an associated engine, these plungers being adaptedto provide the pressure necessary for injection of fuel to theindividual cylinders of the associated engine, or means with which thedevice is to be associated (as in Figure 7).

A principal unit denoted 1, with which the other elements are mounted,may be a casting or as many castings as are necessaryv to properlymanufacture the unit, or it may be forging or pressing, or pressings,and is preferably formed of steel or iron, although it may be formed ofother material, preferably some durable metal. The unit 1 has formedtherein six pump cylinders 2 each having a connecting valve chamber 3,and the cylinders 2 are placed in one plane about the axis of the unit,so that the axes of the pump cylinders are in that plane, and are atlocations equidistantly about the axis of the unit in the circle, aboutthe axis, each cylinder having its axis in one radius in that circle. Inanother plane transversely of the axis of unit 1, somewhat removed fromthe plane of pump cylinders 2, there are formed six plunger cylinders 4,each of which has its axis in the said plane, the said axes being radiiof the circle about the axis o'f the unit. A valve chamber S, of whichthere are in all, six, is associated with each plunger cylinder 4. Theunit 1 has formed with' it or secured to it, at its right end, Fig. 1, aconical valve seat 6, and also a bearing 7 leftwardly of the valve seat6.

At the leftward end of unit 1, Fig. l, there is secured to the unit 1 abearing member 8 which has centrally of it a bearing 9, the latterhaving its axis in line with the axis of the bearing 7. An eccentricshaft is mounted `to rotate in the bearings 7 and'9 by means of theroller bearings 11 and 12, respectively. These bearings may be of anykind which will adequately retain the eccentric shaft in its place andpermit near frictionless rotation of the eccentric shaft. The eccentricshaft 10 has formed on it or firmly secured to it, an eccentric 13 whichis in the plane of the pump cylinders 2, and an eccentric 14 which is inthe plane of the plunger cylinders 4. The eccentric 13 has mounted on ita master eccentric rod 15 to which are exibly connected five othereccentric rods 16, one only of the latter being shown in Figure l. Themaster rod 15 and the other five rods 16, are flexibly connected to sixpump pistons, 17, one to each, so that the said pump pistons 17 will bereciprocated in pump cylinders 2, by the action of the eccentric 13 inrotation. The eccentric 14 has mounted on it by means of roller bearing18, the cylindrical outer bearing race 19, so that in rotation ofeccentric 14 the bearing race 19 is carried eccentrically of theeccentric shaft 10, but may have rotation as necessary to avoid frictionas between it and the inner ends of the plungers 20. The plungers 20 arereciprocably mounted in the plunger cylinders 4, one in each, in theplane of the eccentric 14 and bearing race 19, so that in rotation ofeccentric 14 the bearing race 19 will contact the inner rounded ends ofthe plungers 20, in rotation, that is cyclically, the contact with eachbeing made in a period, which may be at the maximum, fifteen to thirtydegrees, or thereabouts, of the cycle, according to the design of theconstruction, and the desired period of injection, and which may be, asto each contact, less than that, according to the volume of fuel whichis flowing per cycle of rotation of eccentric shaft 1t), as hereinafterdescribed. The contacts of plungers 20 with eccentric 14 will be madecyclically, in rotation, at periods, about sixty degrees apart,

in a design for a six cylinder engine, which is, as it is shown in thefigures, of this form.

The plungers 20 are not, it should be expressly noted, connected to theeccentric 14 so that they are positively reciprocated, but plungers 20are freely reciprocable in their cylinders 4, that is under theinfluence of the pressure of liquid fuel in cylinders 4, as will behereafter described, and are subject to the force of eccentric 14 onlyduring the period that bearing race 19 actually contacts the inner endsof any one plunger, and this contact will be only during a period whichis determined by the actual radial inward movement of a plunger 20 underthe infiuence of liquid fuel delivered into the plunger cylinder 4. Theperiod of contact will therefore, as to each plunger 20, vary accordingto the quantity of fuel which has been forced into its plunger cylinder4, as hereafter described, during an intervening period (as affectedalso slightly by the flow during the period of injection), but as thisflow is uniform as between the plunger cylinders, the contacts `Jvill beuniform.

The eccentric shaft 10 at its rightward end, Fig` l, has formed axiallytherein, a toothed or gear type bore 21 wherein there is slidablymounted to slide axially within it, but so that it will be positivelydriven by eccentric shaft 10, a valve stem or shaft 22, the latter beingformed integrally with or firmly secured to a conical valve 23. Thelatter is mounted rightwardly of valve seat 6, so that it will rotate onthe valve seat 6, as a bearing, to form a close and relatively tightleakproof fit with the valve seat 6, so that passage of liquid fuel willbe permitted only by way of the port 24 in valve 23.

The valve 23 must have such a smooth finish and be so formed, as to itsangle or otherwise, that its rotation will be relatively easy whilestill providing the leakproof fit with valve seat 6. In lieu of thisform of valve any valve means such as are commento hydraulic designs,may be used, it being necessary only, that the valve provide equalperiods of distribution of liquid fuel therethrough by way of freelypassable or unrestricted port means into each of six distributionconduits or passages 25, in cyclic rotation. The passages 25 are formedin the valve seat 6 and in the material of unit 1, rightwardly of Fig.l, and equidistantly spaced about its axis, so that each passage 25conducts liquid fuel through it and by way of an associated valve port26 into valve chamber 5, associated, and thereby into the associatedplunger cylinder 4, the ow therethrough being permitted only toward theplunger cylinder 4, flow the other way being barred by the non-returnvalve 27, there being one of the latter for each passage 25. Eachpassage 25 is isolated from the others and not connected with theothers. The valve 23 is held lightly against its seat in rotation by aball bearing 28, annular race 29, and a plural number of small coilsprings 30, which are individually mounted in sockets, as shown, Fig. l,in a nozzle fixture 31, the latter being secured to the rightward end ofunit 1, Fig. l.

The nozzle fixture 31 is apertured axially and has rmly xed in theaperture a nozzle member 32 which has centrally of it and passingthrough it a metering aperture 33, the nozzle member 32 being exteriorlythreaded and having a head 34 so that it may be tightly screwed into thefixture aperture, so as to bar all passage to the space leftwardly of itwithin valve 23, except by way of metering aperture 33 which connectsvalve space 35 (a common secondary fuel chamber) with a so-calledpressure chamber 36, the latter being formed in nozzle fixture 31. Thepressure chamber 36 (a common fuel pressure chamber) is always connectedwith valve space 35 by metering aperture 33, which is restricted as toits ow, as hereafter described, and it is at its top by way of passage37 within fixture 31 connected with a small air reservoir 38, and it isat its bottom connected with and open to pump delivery conduit 39 sofuel may be received therefrom, and it is at its side subject toconnection with a by-pass conduit 40 by way of port 4l, as controlled bypressure control valve 42, which is seated in port 41 to bar passagetherethrough by its valve rod 43 which is connected with pressure pistonor pressure control member 44. The latter is reciprocable in pressurecylinder 45 and in the closed end of the latter there is pressure of acontrol liquid or huid received from control conduit 46. The pressurecylinder 45 has connection permanently with a, small air reservoir 47 sothat this reservoir 47 may serve to equalize pressures in cylinder 45but at the same time to permit the slight movements of the pressurecontrol valve 42, which are necessary to permit by-passing of fuel frompressure chamber 36 to by-pass conduit 40, when the control pressure isexceeded.

The pressure chamber 36 to which fuel is constantly delivered accordingto the full capacity of the pumping means described by pump pistons 17,as they discharge fuel from the pump cylinders 2 by way of ports 48,nonreturn valves 49, to pump delivery conduit 39, may, whenever thecontrol pressure of control valve 42 is exceeded, pass some of the fuelreceived through the by-pass conduit 40, back to fuel supply conduit 5G,but this by-passing of fuel is at all times limited by the socalledidling pressure valve 51 which normally closes by-pass port 52, and iskept closed, except` when fuel pressure in the by-pass conduit 40exceeds the small pressure of valve 5l (which may otherwise be called abypass valve), and that pressure is adjustable by means of screwadjustment means 52*1 bearing upon one end of coil spring 53. The latterhas only a sufficient tension, at any time, to maintain a slightpressure in the by-pass conduit 40 which will ensure ow of sufficientfuel for idling of the associated engine through the metering passage oraperture 33, and this pressure may be eased to stop all fuel flow, atany time, by adjustment means-52.

The fuel supply conduit 56 receives fuel, preferably liquid fuel fromany supply means (not shown), under suction from the pump cylinders 2,by way of ports 54, one for each pump cylinder 2, on which non-returnvalves 55, are seated by springs 56. Each plunger cylinder 4, during thebrief period of contact of its associated plunger with the bearing race19, as the plunger is pressed inwardly of the plunger cylinder 4, willdeliver the fuel through the port-passage 57, on which is seatednon-return valve 58 one for each plunger cylinder 4), into itsassociated injection conduit 59, and the latter will under the pressureof injection, discharge the metered quantity of fuel through itsassociated injection nozzle 60 (Fig. 7) into the associated cylinder ofthe six cylinder internal combustion engine 61, -Fig. 7. The injectionconduits 59 may for the purpose of description of the distributing meansbe called ejection conduits, as the fuel is ejected from the meteringand distributing means through them. The injection nozzles 60, of whichthere are six, one for each cylinder of engine 61, may be of any type,such as are commonly used with injected cylinder engines. There are manykinds of such nozzles, and it is contemplated that any such nozzles asare used with pressure fuel lines may be used, and it is furthercontemplated that the injection for each cylinder may be at any pointfound desirable, directly into the cylinder, or indirectly into thecylinder, by way of any associated passage therefor, and it is furthercontemplated that the engine may be of any type, such as compressionignition, or spark ignition, such as are commonly known, or otherwise.

The eccentric shaft 10 has mounted at its left end, outside of unit 1, acentrifugal governor means 62 which may have weight arms 63, spring 64,controlling collar 65, by which the governor may according to speed, actupon the bifurcated near end 66 of lever 67, pivoted at 68, so that thatlever may thereby by means of link rod 69 act on lever 70, pivoted at71, and thereby by its opposite end, act, under centrifugal force ofspeed, upon governor means 62, place thrust, rightwardly, in Fig. 1,upon the shoulder of flange 72 of the valve rod 43, so as to therebypull it rightwardly and open pressure control valve 42 fromits port, sofuel may be passed. This will not occur, however, until the pressureexerted upon pressure piston 44 by pressure of liquid in pressurecylinder 45 is overcome.

The pressure of liquid in pressure cylinder 45 is alterable manually, bythe operator or pilot, by means of the control means shown in Figure 6,and which is shown as connected with the fuel distributing means in Fig.7. This control means, Fig. 6, consists generally of a manually operatedcontrol pump 73, reciprocable in cylinder 74, by means of connectinglink 75 and foot pedal or hand lever 76; and an oil reservoir 77 and arelease valve 78. The pump 73 may under reciprocation by manual force,by the operator or pilot, draw oil from reservoir 77 through port 79,past non-return valve 80, and will force that oil by repeated movementsof pump 73 through port 81 past non-return valve 82, into controlconduit 46, through which the oil will flow to the pressure cylinder 45(see Figure 7) and in the latter pressure may be accumulated by theoperator until the pressure is such that a sutlicient pressure isexerted on the valve rod 43 and thereby on pressure control valve 42, toretain the latter on its seat, at all times, until the pressure of fuelin pressure chamber 36 exceeds that determined pressure. That determinedpressure, determined, as stated by the operator or pilot, by repeatedpump reciprocations of pump 73, will be such as to secure the desiredpower output in the associated engine 61, and that determined pressure,if desired, may reach a maximum, so that pressure control valve 42 iskept constantly seated, on its by-pass port 41, whereupon the pumpcylinders 2 will deliver the maximum flow of fuel into pressure chamber36 and none of that fuel so delivered will be permitted to by-pass intoby-pass conduit 40, soV that all that delivered fuel will be forcedthereby to flow through the metering aperture 33, in constant unvaryingflow, and all of the fuel will thus be forced to pass through the port24 of valve 23, and as it is distributed by valve 23, into the several,six, distributing conduits 2S, and this flow into these distributingconduits 25, will be in exactly equally timed or proportioned periods,each distinct from the other in point of time, and will thus be forcedto flow in each such timed period into one of the plunger cylinders 4,where the flow of fuel will increase pressure in the plunger cylinder 4and force its associated plunger out from the cylinder, radially inward,toward eccentric shaft 10. This movement of the plunger will in anycylinder, as fuel is distributed by Valve 23, be unrestricted by thebearing race 19, and its eccentric 14, as the fuel ilow to any oneplunger cylinder 4 is timed to occur at a time or period of rotation ofshaft 10, when the eccentric 14 removes bearing race 19 from theplunger, so that the movement of the plunger, may be unrestricted by thebearing race 19. There is as has been explained, a lost motion,condition as between race 19, and the plungers, which permits thisunrestricted movement of the plungers during the period when the valve23 permits ow of fuel through its port 24 to the particular plungercylinder 4. The distributing passages 25 where the valve 23 iscontacted, are so exactly spaced circumferentially in unit 1, and theport 24, being one only (in this form), permits passage through exactlyone-sixth of each cycle to any one plunger cylinder 4, so that there isthus free ilow to the connected plunger cylinder 4, during its period ofconnection with pressure chamber 36 by way of metering aperture 33, andthus the flow from metering aperture 33 is exactly evenly divided asbetween the plunger cylinders 4, and accordingly the flow of fuel orquantity of fuel per cycle must be exactly equally divided as betweenthe plunger cylinders 4, and each plunger in its cylinder 4, being freeto move will permit exactly that flow into its plunger cylinder 4. Asthe ilow through metering aperture 33 does not change during the cycle,unless the operator or pilot wills it to, the fuel ow to each cylinder 4is accordingly limited by metering aperture 33, although it isunrestrained by port 24 in valve 23. The connecting passages are at alltimes filled with the fuel.

The eccentric shaft 10 at its extreme leftward end, Fig. l, bears fixedthereon a spur gear or any type of connecting means 83, by which theeccentric shaft may be connected into any means such as an internallygeared member 84, whereby the eccentric shaft 10', may be driven at aspeed which is exactly that of the crank shaft 85 of engine 61, if thelatter is a two-cycle engine, or at any speed according to the cycle ofengine 61, such that there is a fuel injection for each engine cylinder,for each power stroke of the engine 61.

Figure 5 diagrammatically shows the division in each cycle of the fuelow from pressure chamber 36, by way of port 24 of valve 23 to plungercylinders 4. Each division, of the cycle as shown by the circle, and aslimited by the radii a, b, c, d, e, f, represents the fuel flow to oneplunger cylinder 4, and thus there is fuel flow during the entire cycleof rotation of eccentric shaft 10, but' there is fuel flow during anyone division, to only one plunger cylinder 4, and the ow is exactlyevenly divided, as to time, by the six divisions of flow. A rotatingvalve, valve 23, is shown as timing that ilow, but it is to be expresslyunderstood that any means for distributing this flow may be used in anyconstruction.

Having described the detailed construction, and some features of theoperation, the general operation is more generally described, so thatthe coordination of features or details, may be more clearly understood.Assuming v that the fuel supply conduit 50 is connected to any source ofsupply of fuel, and that the engine crank shaft of engine 61 is startedin rotation by any means, as commonly used with such engines, theeccentric shaft 10 is rotated at the appropriate speed (the same speedas that of the engine shaft if it -is a two-cycle engine), and therebythe 7 pump cylinders 2 under action of the reciprocated pump pistons,will pump fuel in relatively constant volume, according to the speedhowever, into the pump delivery conduit 39 and thereby into the pressurechamber 36, and pressure will be accumulated therein to the determinedpressure, as controlled by the operator, and the fuel will flow in anexactly metered constant flow through metering aperture 33 from pressurechamber 36 -into the valve space 35 and will be distributed by valve 23and its port 24 in exactly evenly spaced intervals to the passages 25,and thereby to the plunger cylinders 4. This flow frommetering aperture33 will never vary unless the operator alters the control pressures, orunless the speed of eccentric shaft 10 changes for some other reason.Thus there can only be a quantity of equal flow to each plunger'cylinder 4, per interval of time, or per cycle, and that flow is aspermitted by metering aperture 33, and that is as predetermined by thedesign, which for any particular construction, must be such that theflow is maintained in the exactly even ow through the cycle and cycles,unless manually altered, or altered by the gov* ernor means, That is theflow must be so limited by metering aperture 33, proportioned inaccordance with the pumping capacit'y, that constant flow is maintainedby aperture 33 and the equalizing reservoir in any condition of pressureunder which the device will operate, that is any pressure from thenecessary idling pressure to the maximum full volume capacity for fullpower output of the associated engine.

To secure a variation of the ow through metering aperture 33 and thus avariation of the power output, the operator or pilot, will by means ofmanual lever or pedal 76, increase pressure of oil in pressure cylinder45, by pumping oil from reservoir 77 into pressure conduit 46, until apressure is reached in pressure cylinder 45 under which the pressurecontrol valve 42 will be held to prevent by-passing of fuel frompressure chamber 36, except when the sufficient pressure of flow ismaintained in pressure chamber 36. At any time when the operator desiresto decrease the power output, he will permit the manual lever or pedal76 to rise to the full limit of its rise under compulsion of spring 86,and thereupon the release valve 78 will be moved by link 87 and theupper end 88 of lever 76, to place its release port 89 into position,permitting flow from control conduit 46 through bypass 90 and intoreservoir 77, thereby releasing all pressure of oil in control conduit46, and in this conduit there is no pressure then on pressure controlvalve 42 and all fuel tlows through by-pass conduit back to theinduction side of the pumping cylinders 2, except that amount which isdetermined by the idling bypass valve control to be necessary for idlingof the engine 61. At all times in the event that the operator preventsrelease of pressure from pressure chamber 36 by his manual control means75, the idling control is ineffective. The governor means will at anytime become effective to release fuel through the by-pass from pressurechamber 36, at any time when the centrifugal force for governor con-.trol causes a thrust on the pressure control valve 42 to open itagainst the pressure in pressure cylinder as determined by the operator.Thus the effective control of the governor is at any time subject tochange by the operator by means of pedal 76.

Referring now to Figures 8 and 9 showing the modified form of my device,this form -is in general similar in operation to that of the first formdescribed, but in this form the pump cylinders and plunger cylinders areall placed in one plane, vertical as shown, the distributing valve meansis different, although performing the same function, and the controlmeans is different although performing the same function. The unit 1ahas pump cylinders 2 all in one line and in a vertical plane, that ofthe axis of the eccentric shaft or cam shaft 10a, and it has plungercylinders 4 all in one line and in the same plane but on the opposite orlower side of eccentric shaft 10H. The pump cylinders have the pumppistons 17 and their connecting rods but the latter denoted 91 areplaced individually on separat'e or individual eccentries 13a to beindividually operated and timed thereby. The plunger cylinders 4 havethe plungers 20, operated in cyclic timed relation, and with lost motionas between them and the cams 92, of which there are four, one for eachplunger cylinder 4, of which there are in this case only four. This fourcylinder device may be used for a four cylinder internal combustionengine, not shown. The cams 92 in turn Contact their associated plungers20 and each contact is during only a limited period, say fifteendegrees, as in the rst form.

The pump cylinders receive fuel from supply conduit by way of commonconduit 93 and pass the fuel by way of ports as controlled by non-returnvalves 94 into the pump cylinders 2, and the fuel is pumped from thesecylinders through conduit 95 to pressure chamber 36, from whence itflows through metering aperture 33 to valve space 35a in a distributingvalve 96 which in this case is placed under the plunger cylinders inunit 1Bl to revolve in the valve casing as shown, and has fourdistributing ports each denoted 24a, which perform the same function asthe single port 24 in the rst form. The four ports 24a, are so locatedin the valve that one only connects the valve space with a plungercylinder 4, at any one time, and so that these connections are in cyclicorder, to the four plunger cylinders 4, so that fuel will flow in fourequally spaced periods of time of the cycle into the four plungercylinders 4, and so that there will always be flow through one port 24ato a plunger cylinder 4. Non-return valves 97 prevent return ow or anypressure of return ow. The plunger cylinders 4 discharge fuelindependently, each of the other, by way of valve chambers 98 and pastnon-return valves 99 to the injection conduits 59 which as in the caseof the rst form may independently discharge through injection nozzlessuch as nozzles 60, not shown in this form. There are four of theseinjection conduits 59, one for each cylinder of four cylinder engine,such as will be assumed will be used with this form. The valve 96 isdriven by sprocket wheels 100, 101, and sprocket chains 102, in the sametimed rotation as eccentric shaft 10a, and so that connections of thevalve space with plunger cylinders 4 is made during periods intermediatewith the periods which are the injection periods, during which fuel isforced through the injection conduits 59.

The control means in this form consists of the idling bypass controlvalve, as in the tirst form, and similarly numbered, and of a modiedform of pressure control, consisting in this case of pressure controlvalve 42, and coil spring 103 bearing on control valve 42 through head42a, and an adjusting screw means 104, which may be turned and therebymay be moved axially thereof in fixture 105 so as to alter, that is toincrease or diminish the pressure of spring 103 on the pressure controlvalve 42. By manual alteration of this pressure of spring 103, in thismanner, the pressure maintained in pressure chamber 36 may be manuallycontrolled for increase or diminishment of that pressure. By alterationof the pressure in pressure chamber 36 the flow through meteringaperture 33 to valve space 35a, may be varied, according to the poweroutput desired. At no time will the flow be less than that necessary foridling of the engine, unless that is altered, that is discontinued, bymeans 52, and at no time will the flow be more than the predeterminedmaximum per cycle of the associated engine, because of the maximumlimitation of output of pump cylinders 2, by the construction or design.The pressure in valve space 35EL and the similar space of the other form(space 35), will always be less than the pressure in the pressurechamber 36, since the plungers 20 are always free in any inductionperiod, of cylinders 4, to move outwardly, that is, to increase thespace for fuel in cylinders 4, as may be necessary to accommodate theflow of fuel from metering passage 33. And the flow from the latter isalways free.

It should be noted, especially, that in either form, the passages forflow of fuel from metering aperture 33 to plunger cylinders 4, are ofsuch large capacity that they, in themselves, do not restrict ilow frommetering aperture 33. The plungers 20 must have such accurate and easyfit in their plunger cylinders 4, that there is free movement of theplungers, during an induction period, but that, there is no leakage pastthe plungers, and that condition may in any construction be facilitatedby any form of packing means, such as commonly used piston rings orother types of commonly known packing means. Any such means must,however, be such, as to not restrict the induction movement of a plunger20, during its induction period. The construction, may be such, however,as controlled by the pressure maintaining means, that there will in anyconstruction be a suflicient pressure in space 35 (35a), for thispurpose.

In any construction, pressures, as sustained, may be within any desiredrange, which will adequately effect the controls, and the metering offuel and the movement of plungers 20, and these pressures, may differ,according to the design of the engine, as for instance, in a diesel typeengine, where fuel is to be injected to cylinders, at high pressure, thepressures may be relatively high, and in a low pressure engine of theignition type, as the Otto cycle engine, the pressures may be relativelylow, and only such as to maintain the necessary ow. Suppose, forinstance, that it is desired to maintain a pressure in valve space 35 or35S', of not less than fty pounds, at idling operation, so as to effectthe movement of the plungers 20 in induction periods, then the meteringaperture 33 is accordingly proportioned, and the pressures in pressurechamber 36, may vary during operation, from say, a few pounds abovethat, for idling flow, to any pressures desired, for suiicient variationof fuel ilow, and such maximum pressures may in any construction, be asVmuch as one thousand pounds, or even as much as ive thousand pounds, orany pressure which will provide the adequate variation of ow, forcontrol of the fuel flow to the plunger cylinders, andrfor change of thepower output of the associated engine. Any means for variation of thepressures in pressure chamber 36, may be used, the means shown beingonly illustrative of such means for variation of the pressure in chamber36. That is, any means or combination of pumping means and control meanstherefor, may be used, within the contemplation of my invention. Thepressures in injection conduits 59 and to nozzles 60 (or any individualoutlets for fuel) may be of any intensity, such as the construction maybe designed and proportioned for, in the periods of fuel ilow,therethrough.

Referring again to Fig. 6, and the control of pressures in conduit 46,it should be noted that the release valve 78 will open the bypassconduit 90 to reservoir 77, only at the eXtreme upward movement of lever76, so that the operator, may for control repeatedly move lever 76 upand down, pumping by pump 73, without releasing uid from conduit 46, sothat he may thereby increase pressure in conduit 46, by repeatedreciprocations of pedal lever 76. As soon as he removes his foot or handfrom lever 76 the spring 86 moves it to its uppermost position,whereupon pressure is released from conduit 46. To retain any pressureindelinitely in conduit 46, he merely allows his foot or hand to rest onlever 76, holding it downward, preferably at its lowest position, forrest of his foot. Aperture 77a permits air ow into the top of reservoir77, or out of it, so that pressure on liquid in reservoir 77 is alwaysatmospheric. Preferably liquid is used in reservoir 77 and in thiscontrol system, conduit 46 and pressure chamber 45, but only air may beused in this means for the pressure control, the means operatingsimilarly with air passing into or out of aperture 77a.

In Fig. 10, there is diagrammatically shown, a division of the fueldistributing cycle, into four divisions, as denoted by the radii, a1,b1, c1, d1, and this is the division of the fuel flow from meteringaperture 33, per cycle of the eccentric shaft 10a, of the modified formwherein there are four plunger cylinders 4. The fuel passes in onedivision to one associated plunger cylinder 4 and no other, but fuel mayalways iiow to one of the plunger cylinders 4. Slight over-lapping ofthe divisions, to insure, that there would be no stoppage of the flow,would not appreciably alter the accurate division of the fuel flow, asbetween the four cylinders 4, per cycle, but any such overlapping shouldbe limited to the minimum, and preferably there would be none at all,although there should preferably be iiow always through one distributingpassage to one plunger cylinder 4. While I have shown par ticulardevices and combinations of devices in illustration of my invention, Icontemplate that other combinations and devices, may be used, withoutdeparting from the spirit and contemplation of my invention.

Referring new to Figure 11, which shows a modified form of controlmeans, and employs generally the form of pump and plunger means as shownin Figures 8 and 9, the pump pistons and cylinders and the plungers andtheir cylinders and the distributing valve means and its ports are allnumbered as in Figures 8 and 9 and operate as described in connectionwith those figures. The pump discharge conduit delivers into pressurechamber 36 and the metering aperture 33 delivers into the valve space35a, from whence the fuel flows by means of the ports 248 into theindividual plunger cylinders 4, and in the latter the fuel is compressedand discharged to the individual injection conduits 59 which are as inthe other forms connected individually with the individual nozzle meansof an associated engine for delivery into or adjacent to any individualengine cylinder.

The pressure chamber 36 may be relieved of excess fuel by means ofby-pass conduit 40a through by-pass port 41 as controlled by by-passvalve 42a, and the latter is normally seated on its seat by pressure ofa coil spring 1039', the compression tension of which is adjustable bymeans of the screw means 10411. Passage of fuel through meteringaperture 33 is in this case controlled by needle valve 106 which isformed with screw adjusting means 107 and the head 108 of the saidmeans. By means 107-108 the operator or pilot may at any time adjust themetering aperture 33 to increase or diminish its cross-sectional area,and thereby control passage of fuel through aperture 33. In this form ofcontrol the pressure of fuel in chamber 36 may be maintained at say onethousand pounds or any suitable relatively high pressure, and once thissuitable pressure is attained the operator controls the volume 0f fuelpassing by means of adjusting means 107-108 and needle valve 106 to increase or diminish volumetric capacity of aperture 33 per unit of timeor per cycle of rotation of shaft 10a. The pressure in distributingvalve space 35a is always lower than that in pressure chamber 36.

It is important to note that the proportioning of passages andespecially that of the metering aperture 33 is a very important factorin the operation and control, in the case of any of the forms of mydevice. In all of the figures the parts of the device, as well as thepassages and metering apertures 33, are shown as large as necessary toclearly illustrate the features of the device. In practicalconstructions, the parts will, in the case of the average type or size,especially for the usual automotive type engines, be even smaller thanas shown in the drawings. Especially, the aperture 33 will be,proportioned, so as to be relatively smaller in cross section than as itappears in the drawings, where it must be so shown as to be discerniblein reduced photo-lithographie copies. The aperture 33 would in any casebe limited in cross sectional area, to that cross sectional area whichwould permit the volume of fuel to pass per cycle of shaft 10 or 10awhich would enable the designed operation and power output of the enginewith which it is to be associated, but would not permit any faster rateof passage of the fuel, under the predetermined pressures in chamber 36,than such as would restrict the ow to such an extent that the flow iscontinuous during the entire cycle of rotation of shaft or 10a, that isso that the ow is of the same extent and volume during all six or all ofthe periods of a cycle into which the ow is divided by the distributingvalve means. To secure this result the aperture 33 might in a relativelysmall engine unit be say as small as one thousandth of an inch across,or in some cases say one one-hundredth or one two-hundredths of an inchacross. On the other hand the valve space 35, ports 24, 24a, passages25, and valve ports 26, would even in a small engine, be ofsubstantially large cross sectional area, say even as much as one-eighthor even one-quarter of an inch, or any cross sectional area, which wouldensure that the fuel flow from the metering aperture 33 to the plungercylinders 4, during each period of the cycle, is so free that the flowfrom aperture 33 will never be restricted. The pressure in chamber 36must in operation be so high, that always a lower pressure in valvespace 35 is such as to procure the necessary movement of plungers intheir induction periods.

What I claim is:

l. A fuel metering and distribution means for internal combustionengines, comprising; a rst and a second set of fuel compressionchambers, plungers each reciprocable in one of said compression chambersof each set to force fuel therefrom, ejection conduits each forconducting fuel from one of said compression chambers of said second setto an associated fuel injection nozzle of an associated engine, a commonfuel pressure chamber connecting said first set of compression chambers,a common secondary fuel chamber, a metering passage discharging fuelfrom said fuel pressure chamber to said secondary fuel charnber, adistributing valve means rotatably mounted within said secondary chamberdistributing fuel in cyclic order from said secondary fuel chamber tosaid second set of fuel compression chambers, and means operable intimed sequence to contact each of said plungers of said second set toforce the plunger into its said compression chamber for ejection of fueltherefrom to its associated ejection conduit.

2. A fuel metering and distributing means for internal combustionengines comprising; a first and a second set of fuel compressionchambers, plungers each reciprocable in one of said compression chambersof each set to force fuel therefrom, ejection conduits each forconducting fuel from one of said compression chambers of said second setto an associated fuel injection nozzle of an associated engine, a commonfuel pressure chamber connecting said first set of compression chambers,a common secondary fuel chamber, a metering passage discharging fuelfrom said fuel pressure chamber to said secondary fuel chamber, adistributing valve means rotatably mounted within said secondary chamberdistributing fuel in cyclic order from said secondary fuel chamber tosaid second set of fuel compression chambers, a means operable in timedrelation with said distributing valve means to contact each of saidplungers of said second set to force the plunger into its saidcompression chamber for ejection of fuel therefrom to its associatedejection conduit, and pressure responsive means connected to saidpressure chamber to provide for a change in the rate of emission of fuelthrough said metering passage into said secondary fuel chamber.

3. The device as set forth in claim 2, including a remote control deviceconnected to said pressure responsive means to regulate the same.

4. A fluid metering and distributing means including a housing, aplurality of compression chambers mounted in said housing, a plunger ineach of said compression chambers reciprocable therein, inlet and outletmeans connected to each of said compression chambers, a uid pressurechamber within said housing providing a source of fluid for each of saidcompression chambers, a secondary iluid chamber within said housingdisposed between said inlets and said pressure chamber, a fluid meteringpassage connecting said pressure chamber and said secondary chamber,distributing valve means rotatably mounted within said secondary chamberto control passage of fluid from said secondary chamber to each of saidinlets in cyclic order, means Within said housing operable in timedrelation with said distributing valve to force each of said plungers toeject fluid from its associated compression chamber into its respectiveoutlet, said plungers being moved outwardly in their suction stroke bypressure of fluid in the compression chamber, said last named meansbeing so constructed and arranged to limit said outward movement of Saidplungers, a secondary pumping means within said housing including meansconnected to and operable in timed relation with said distributing valveto supply fluid to said pressure chamber, inlet means for said secondarypumping means, control means having an element thereof so mounted withrespect to said pressure chamber as to be subject to the pressureexisting therein to thereby regulate the fiow of uid through themetering passage into the secondary fluid chamber, by pass meansconnecting said secondary pumping means inlet with said pressure chamberthrough said control means and an adjustable valve in said by-pass meansto regulate the flow area of said by-pass means.

5. The device as set forth in claim 4, including pressure responsivemeans connected to said element of said control means and meansconnected to said pressure responsive means to regulate the pressuretherein to thereby change the effective pressure of said pressureresponsive means and said element of said control means to modify thesustained pressure in said pressure chamber at which fluid is permittedto escape into said by-pass.

6. The device as set forth in claim 4, including pressure responsivemeans connected to said element of said control means and meansconnected to said pressure responsive means to regulate the pressuretherein to thereby change the effective pressure of said pressureresponsive means and said element of said control means to modify thesustained pressure in said pressure chamber at which fluid is permittedto escape into said by-pass; and a centrifugal governor means rotatablyoperable with and in timed relation with said distributing valve meansand actuable centrifugally according to speed to engage said element ofsaid control means to modify the sustained pressure in said pressurechamber at which uid is permitted to escape into said by-pass.

7. A fuel metering and distribution means for internal combustionengines, comprising; a first and a second set of fuel compressionchambers, plungers each recprocable in one of said compression chambersof each set to force fuel therefrom, ejection conduits each forconducting fuel from one of said compression chambers of said second setto an associated fuel injection nozzle of an asociated engine, a commonfuel pressure chamber connecting said rst set of compression chambers, ameans for supply of fuel to said first set of compression chambers, acommon secondary fuel chamber, a metering passage discharging fuel fromsaid fuel pressure chamber to said secondary fuel chamber, adistributing valve means rotatably mounted within said secondary chamberdistributing fuel in cyclic order from said secondary fuel chamber tosaid second set of fuel compression chambers, and means operable intimed relation with the rotation of the distributing valve means toreciprocate each of the plungers of said first set of fuel compressionchambers and to contact each of Said plungers of said second set toforce the plunger into the said compression chamber for ejection of fueltherefrom to its associated ejection conduit.

(References on following page) References Cited inthe le of this patentUNITED STATES PATENTS Wilson et al. Apr. 25, 1899 Sundstrand Nov. 11,1930 5 Ensign Jan. 17, 1933 Dilg Aug. 28, 1934 Svenson Oct. 30, 1934Wells Feb. 8, 1938 14 Drayton June 14, 1938 Clark June 20, 1939 CoffeyJune 17, 1941 Grossman Nov. 28, 1944 Peterson Sept. 19, 1950 StephensApr. 3, 1951 FOREIGN PATENTS Germany 1924

